Classifications

• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B60—VEHICLES IN GENERAL
  • B60G—VEHICLE SUSPENSION ARRANGEMENTS
  • B60G17/00—Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or surface conditions, e.g. due to speed or load
  • B60G17/02—Spring characteristics, e.g. mechanical springs and mechanical adjusting means
  • B60G17/025—Spring characteristics, e.g. mechanical springs and mechanical adjusting means the mechanical spring being a torsion spring
• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B60—VEHICLES IN GENERAL
  • B60G—VEHICLE SUSPENSION ARRANGEMENTS
  • B60G3/00—Resilient suspensions for a single wheel
  • B60G3/18—Resilient suspensions for a single wheel with two or more pivoted arms, e.g. parallelogram
  • B60G3/20—Resilient suspensions for a single wheel with two or more pivoted arms, e.g. parallelogram all arms being rigid
• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B60—VEHICLES IN GENERAL
  • B60G—VEHICLE SUSPENSION ARRANGEMENTS
  • B60G2200/00—Indexing codes relating to suspension types
  • B60G2200/10—Independent suspensions
  • B60G2200/14—Independent suspensions with lateral arms
  • B60G2200/142—Independent suspensions with lateral arms with a single lateral arm, e.g. MacPherson type
• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B60—VEHICLES IN GENERAL
  • B60G—VEHICLE SUSPENSION ARRANGEMENTS
  • B60G2202/00—Indexing codes relating to the type of spring, damper or actuator
  • B60G2202/10—Type of spring
  • B60G2202/13—Torsion spring
  • B60G2202/132—Torsion spring comprising a longitudinal torsion bar and/or tube
• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B60—VEHICLES IN GENERAL
  • B60G—VEHICLE SUSPENSION ARRANGEMENTS
  • B60G2202/00—Indexing codes relating to the type of spring, damper or actuator
  • B60G2202/20—Type of damper
  • B60G2202/22—Rotary Damper
• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B60—VEHICLES IN GENERAL
  • B60G—VEHICLE SUSPENSION ARRANGEMENTS
  • B60G2202/00—Indexing codes relating to the type of spring, damper or actuator
  • B60G2202/40—Type of actuator
  • B60G2202/442—Rotary actuator
• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B60—VEHICLES IN GENERAL
  • B60G—VEHICLE SUSPENSION ARRANGEMENTS
  • B60G2204/00—Indexing codes related to suspensions per se or to auxiliary parts
  • B60G2204/10—Mounting of suspension elements
  • B60G2204/15—Mounting of subframes
• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B60—VEHICLES IN GENERAL
  • B60G—VEHICLE SUSPENSION ARRANGEMENTS
  • B60G2206/00—Indexing codes related to the manufacturing of suspensions: constructional features, the materials used, procedures or tools
  • B60G2206/01—Constructional features of suspension elements, e.g. arms, dampers, springs
  • B60G2206/011—Modular constructions
  • B60G2206/0114—Independent suspensions on subframes
• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B60—VEHICLES IN GENERAL
  • B60G—VEHICLE SUSPENSION ARRANGEMENTS
  • B60G2206/00—Indexing codes related to the manufacturing of suspensions: constructional features, the materials used, procedures or tools
  • B60G2206/01—Constructional features of suspension elements, e.g. arms, dampers, springs
  • B60G2206/60—Subframe construction
• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B60—VEHICLES IN GENERAL
  • B60G—VEHICLE SUSPENSION ARRANGEMENTS
  • B60G2300/00—Indexing codes relating to the type of vehicle
  • B60G2300/60—Vehicles using regenerative power

Definitions

• the invention relates to a suspension for motor vehicles according to the preamble of claim 1.
• Such suspensions are known in a variety of designs, with front wheel suspensions and rear suspensions generally designed differently and hinged to the body or to a matching subframe.
• front wheel suspensions and rear suspensions generally designed differently and hinged to the body or to a matching subframe.
• mechatronic components are used to enable vehicle level adjustments, counteract niches and roll slopes, correct lane and camber values depending on driving dynamics parameters, etc.
• the object of the invention is to propose a suspension of the generic type, which is usable using many identical parts for front and rear axles of a vehicle type and which is kinematically advantageous to specific requirements interpretable.
• the subframe be designed as a module frame independent of the wheel suspension on which the at least one wheel guide element is indirectly or preferably directly articulated, the suspension and damping system indirectly or directly and at least partially, that is, as far as possible supported and at least one actuator Actuation of the suspension and damping system and / or the steering system and thus indirectly or directly to set predetermined wheel-specific Rad Operations- and / or steering parameters are arranged.
• the at least one actuator is preferably a mechatronic component or an electromotive actuating drive, by means of which, for example, in the steer-by-wire system, the tracking and steering is controlled so that among other self-steering motions are excluded by coupling with the second wheel of the axle ;
• About the Lenkaktuator can be controlled in the same direction or in opposite directions, for example, a steering angle over, for example, 10 degrees steering angle in a front suspension, a steering movement over such as 10 degrees steering angle, such control in the feed-back process via a central electronic control unit can take place; Furthermore, any steering corrections can be controlled in unstable driving conditions, in braking or acceleration states, etc.
• the autarkic module frame is also buildable with less installation effort into the vehicle and is seen in total weight lower than a continuous, both suspensions receiving subframe.
• the suspension system with a suspension spring in parallel and be assigned by an actuator in its spring bias variable spring With this design, by means of the spring at low actuating forces, a level Adjustment and in particular a pitch and roll compensation are realized; a customary in wheel suspension anti-roll bar can be omitted.
• the module frame may preferably be fastened to the structure via a plurality of passive or active, preferably rubber-elastic decoupling elements, in particular rubber-metal bearings, wherein the decoupling elements are designed to be softer in the vehicle longitudinal direction than in the vertical direction and in the transverse direction.
• a defined longitudinal suspension is created with increased ride comfort of the suspension, the autarkic suspension excludes self-steering of the suspension.
• the module frame can be connected to the structure via two lower and one upper passive or active, preferably elastomeric, decoupling element, in particular a rubber-metal bearing, wherein the decoupling elements preferably substantially form an isosceles triangle with a stable support base for the wheel suspension of the suspension form a mounting arrangement favorable.
• the module frame with the wheel guide elements can be configured so symmetrical that it can be installed anywhere on the vehicle, for example, with the same axle characteristics as camber and with the same Radstandswert on envelope left side or right side of the vehicle is buildable.
• both arms can be positioned behind or in front of the steering axis of the wheel.
• the module frame can be designed to achieve a low weight and stable construction with an outer frame and intermediate struts and be made of light metal by casting or forging.
• the lower and / or the upper wheel guide element can preferably be seen in plan view symmetrical wishbones, the pivot axis is aligned substantially horizontally and parallel to the longitudinal center axis of the motor vehicle, further comprising the steering axle formed by the articulation of the wheel carrier to the control arms via ball joints substantially perpendicular runs.
• the same axle characteristic values on the front and rear wheel suspensions can be achieved with a structurally simple design.
• the upper transverse link is articulated to the module frame via a further, electromotive actuator and is adjustable for variable adjustment of the camber and / or optionally of the caster.
• the suspension spring of the suspension system can be formed by at least one torsion bar spring and the damping system by a rotary damper, wherein at least the rotary damper coaxial with the body-side pivot axis of the control arm is arranged. This results in a spatially particularly crowded, robust construction with low center of gravity of said components.
• the torsion bar spring which is likewise arranged coaxially to the pivot axis of the lower transverse link, can preferably be coupled to the transverse link by the rotational damper.
• the lower arm can act on the lower arm at least one further torsion spring as a storage spring whose spring preload is adjustable by means of an electric motor adjustable rotary actuator.
• another torsion spring for example, the load of the suspension spring can be changed.
• the further torsion spring can structurally and spatially particularly favorable formed by two telescopically arranged and serially cooperating torsion springs, which are connected to one another and on the one hand with the rotary actuator and on the other hand with the wishbone and advantageously arranged on the module frame or can be stored.
• the suspension system may have a on the one hand and on the other hand supported on the wheel guide elements helical compression spring.
• the helical compression spring as a suspension spring can then be combined structurally favorable with the above-mentioned, another torsion spring as a storage spring.
• suspension and damping system can be formed by a spring strut with helical compression spring and telescopic shock absorber, which is supported and articulated on an upper arm of the module frame.
• the boom can be formed directly on the module frame.
• the shock absorber may be articulated on the said, upper control arm or preferably be connected directly to the wheel carrier with the omission of the upper control arm.
• the disk brakes of the service brake can be arranged in the force flow in front of the propeller shafts and outside the wheel suspension, so that the braking and drive torques acting on the wheel carriers are directly supported on the drive unit of the motor vehicle.
• FIG. 1 is a three-dimensional view of a suspension for motor vehicles with an upper and a lower arm, which are hinged to a module frame, and with a rotary damper, a rotary actuator, a torsion spring as a suspension spring and a steering actuator, 2 shows the suspension of FIG. 1 with for better representation of the actuators without module frame,
• FIGS. 1 and 2 are equivalent circuit diagram of the suspension and damping device of the wheel suspension according to FIGS. 1 and 2,
• Fig. 4 shows an alternative embodiment of a suspension with uniformly usable module frame in a view in the direction of travel of the motor vehicle, with a strut as a spring and damping system, and
• FIG. 5 shows the alternative suspension in a transverse view according to arrow X of Fig. 4th
• Figs. 1 and 2 show in two different views, a suspension 10 for motor vehicles, which can be used on the front and on the rear axle both left and right side.
• the suspension 10 is composed essentially of a lower arm 12, an upper arm 14, a wheel 16 for a rotatably mounted wheel 18 and a third arm 20, which is hinged on the one hand to a steering arm 22 of the wheel carrier 16.
• the two transverse links 12, 14 are articulated via a respective horizontal and parallel to the vehicle longitudinal axis aligned pivot axis 24, 26 via two bearing points 28, 30 on a module frame 32. Radyes note the wishbone 12, 14 are connected via ball joints 34, 36 with the wheel 16 to form a vertical steering axis 38.
• the wishbones 12, 14 are symmetrically designed so that in a shoring of the suspension 10 with the module frame 32 does not change the axle parameters such as wheelbase or camber.
• the third link 20 (also referred to as a tie rod) is spatially articulated outside this steering axle 38 via a further ball joint 40 on the steering arm 22 and on the other hand hingedly connected to a steering actuator 42 (see in particular FIG. 2), which in turn fixed to the module frame 32 screwed or integrated directly into these.
• a steering actuator 42 (see in particular FIG. 2), which in turn fixed to the module frame 32 screwed or integrated directly into these.
• the third arm 20 can be adjusted by electric motor for controlling a steering movement of the wheel 18 or to track correction.
• the lower arm 12 is connected to a coaxial with its pivot axis 26 arranged torsion bar spring 44 (only partially visible) directly driven.
• the torsion bar spring 44 serves as a suspension spring and is on the one hand (not visible) firmly connected to the structure of the motor vehicle.
• the connections can be designed, for example, as notched splines.
• the torsion bar spring 44 extends through a likewise coaxial with the pivot axis 26 and immediately adjacent the wishbone 12 arranged adjacent serving as a shock absorber 46 whose housing is bolted to the module frame 32 and its rotor parts (not shown) drivingly connected to the control arm 12 fixed are.
• a rotary actuator 48 is provided, the housing is in turn firmly bolted to the module frame 32 and its rotor parts (not shown) via a indicated only in dashed lines, second torsion spring 50 is drivingly connected to the lower arm 12.
• the torsion bar 50 is disposed within a tubular portion 12a of the control arm 12 and consists of two telescopically extending torsion springs of, for example, titanium, which are fixedly connected together within the tubular portion 12a, while the free ends of the rotary actuator 48 and the wishbone 12 are connected.
• the bias of the second torsion spring 50 can be varied to change the spring rate of the first, used as a suspension spring torsion spring 44, for example, the level adjustment of the body of the motor vehicle, for roll and pitch compensation control, etc.
• a further electromotive actuator 52 is mounted in the region of the pivot axis 24 of the upper arm 14, by means of which the steering axle 38 of the wheel 18 for camber and / or caster adjustment is changeable.
• the actuator 52 also forms the bearing points 28 of the upper arm 14.
• By appropriate control of the actuator 52 can be adjusted relative to the module frame 32 in a manner not shown, possibly designed as adjustable eccentric bearing points.
• the module frame 32 is screwed over three in molded bushes 54 used, rubber-metal bearings (not shown) on the structure of the motor vehicle.
• the rubber-metal bearings form an isosceles triangle, so that the module frame can be installed on the left and right sides in the vertical direction.
• the rubber-metal bearings 54 are structurally designed to be harder in the vehicle transverse direction and in the vertical direction than in vehicle longitudinal direction to ensure a comfortable longitudinal suspension of the suspension 10.
• the module frame 32 is, as shown in FIG. 1 can be seen, executed truss-like, with an outer, circumferential frame 32 a and interposed, stiffening struts 32 b.
• the module frame 32 is made lightweight as a light metal forging.
• the bearings 28, 34 of the upper arm 14, the bearings 30, 36 of the lower arm 12 and the hinge point 36 on the handlebar 20 with the joint not shown on the steering actuator 42 substantially inelastic (not specifically elastic) formed to a precise wheel guidance and precise controllable wheel positions on the actuators 42, 46, 48, 52 to allow.
• the bearing points 30 of the transverse link 12 can also be embodied directly in the actuators 46, 48 instead of the module frame 32.
• the wheel 18 is connected by means of a drive shaft connected to the drive unit of the motor vehicle propeller shaft 56, wherein the disc brake, not shown, of the wheel 18 is positioned in the power flow in front of the propeller shaft 56, ie directly on the respective output of the drive unit.
• the suspension 10 shown in FIG. 1 with the module frame 32 forms a preassembly unit that can be used in an all-wheel drive motor vehicle with four-wheel steering on the front axle (front suspensions 10) and on the rear axle (rear suspensions 10).
• the left- and right-hand versions can be due to the symmetrical design of the components common identical parts.
• the rotary damper 46 is preferably designed as a generator, whereby the damping work to be applied in recuperation as electrical energy to the electrical system of the motor vehicle can be fed again.
• the rotary damper 48 may also be combined or exclusively designed as a hydraulic damper with optionally an electrorheological damping fluid for variable adjustment of the damping effect.
• the rotary actuator 48 is also switchable in addition to the electric motor-controlled change in the bias of the second torsion spring 50 as a generator, to possibly perform additional damping work in recuperation or save energy back.
• FIGS. 1 and 2 shows the schematic diagram of the suspension and damping device of the suspension shown in FIGS. 1 and 2 10. Functionally identical parts are provided with the same reference numerals.
• the torsion bar spring 44 as a suspension spring and the Stellfeder- or second torsion bar 50 are arranged in parallel between the module frame 32 and the wheel 18, wherein the bias of the second torsion spring 50 by means of the rotary actuator 48 for level adjustment and roll and pitch compensation of Motor vehicle according to the first torsion spring 44 is superimposed.
• the springs 44, 50 are shown as helical compression springs.
• the likewise connected in parallel rotation damper 46 acts in a known manner for damping the build-up vibrations, which are excited by unevenness of the road 58 and the elasticity factor 60 of the tire of the wheel 18. As described above, if necessary, also the rotary actuator 48 exert a defined damping effect.
• the actuators 48, 52 and the steering actuator 42 are controlled to adjust the axis-specific characteristics such as lane, camber, construction position (level height) of the suspension 10 in the feed back process via a central electronic control unit (not shown).
• the basic setting is carried out on a chassis test bench in which the axle characteristic values and the wheel positions are measured and the respective basic settings are approached and stored.
• these basic values can then be correspondingly changed and dynamically and / or statically adjusted according to driving dynamics parameters, according to load, according to driving stability-related criteria.
• FIGS. 4 and 5 show an alternative embodiment of the invention, which is shown only insofar as it differs significantly from the embodiment according to FIGS. 1 and 2. Functionally identical parts are provided with the same reference numerals.
• the suspension and damping system are formed by a strut 62 in the suspension 60 according to FIGS. 4 and 5, on the one hand firmly connected to the wheel carrier 16 and on the other hand via an only indicated damper bearing 70 hinged to a boom 64 a of the module frame 64 is supported.
• the boom 64a is formed directly on the module frame 64.
• the shock absorber is composed of a telescopic shock absorber 66 and a helical compression spring 68 acting as a suspension spring.
• the steering axle 38 The wheel carrier 16 or of the wheel 18 extends obliquely from bottom to top in the side view (FIG. 4), but vertically in the transverse view (FIG. 5), so that a mounting of the wheel suspension 60 with the module frame 64 is left. and is given on the right side of the motor vehicle.
• the torsion bar 50 may be provided as a spring with the rotary actuator 48 to provide an active suspension with level adjustment and pitch and roll compensation.
• the service brake or disc brake 72 of the motor vehicle can be arranged in a known manner on the wheel 16, so that the braking moments occurring are supported on the strut.
• both wishbones 12 and 14 may be provided, wherein the strut 62 is then articulated on the upper or lower wishbone 12, 14.
• the steering axle 38 is then analogous to FIGS. 1 and 2 formed by the outer ball joints 34, 36 and adjusted to adjust a different camber over the actuator 52 accordingly.

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• Engineering & Computer Science (AREA)
• Mechanical Engineering (AREA)
• Vehicle Body Suspensions (AREA)

Priority Applications (3)

Applications Claiming Priority (2)

Publications (1)

Family

ID=43244780

Family Applications (1)

Country Status (5)

Cited By (5)

Families Citing this family (17)

Citations (8)

Family Cites Families (14)

• 2009
  • 2009-10-30 DE DE102009051468A patent/DE102009051468A1/de not_active Withdrawn
• 2010
  • 2010-10-13 US US13/504,832 patent/US8746713B2/en active Active
  • 2010-10-13 EP EP10767946.6A patent/EP2493709B1/de not_active Not-in-force
  • 2010-10-13 WO PCT/EP2010/006256 patent/WO2011050911A1/de active Application Filing
  • 2010-10-13 CN CN201080054085.1A patent/CN102639343B/zh not_active Expired - Fee Related

Patent Citations (8)

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